Marine propulsion



Jan. 5, 1965 c. T. SUNDQUIST MARINE PROPULSION 4 Sheets-Sheet 1 FiledJan. 8, 1964 WATER LINE FIG. 2

INVENTQRz Jan. 5, 1965 c. T. SUNDQUIST 3,164,123

MARINE PROPULSION Filed Jan. 8, 1964 4 Sheets-Sheet 2 LP: @T-L FIG.3

Jan. 5, 1965 c. T. SUNDQUIST MARINE PROPULSION 4 Sheets-Sheet 3 FiledJan. 8, 19

FIGQIO FIG 2 INVENTORZ C G 3 7 h f 3 3 e 7 M P T- -I- I C v 3 I ||A 2 rG L H 3 C. T. SUNDQUIST MARINE PROPULSION Jan. 5, 1965 4 Sheets-Sheet 4Filed Jan. 8, 1964 INVENTOR: MA W United States Patent 3,164,123 MPROPULSION Charles T. Sundquist, 827 Louise Drive, Sunnyvale, Calif.Filed Jan. 8, 1964, Ser. No. 336,497 12 Claims. (Cl. 11526) Thisinvention relates to the propulsion of marine vessels. It is apropulsion system applicable to the smallest of boats as well as thelargest of ships.

The invention consist of three floats, two or three of which arepropulsion floats, an interconnecting structure with means of adjustingthe attitude of the propulsion floats and means of steering the vessel.The propulsion floats receive motive thrust from pressurized gases,which expand under water while passing upwardly in inclined invertedtroughing. Steering is accomplished by varying the rate of flow ofpressurized gases to the propulsion floats.

An object of the invention is to maximize the propulsive work ofexpansion that can be performed on a boat of given displacement andemploying the earlier propulsion system.

An object of the invention is to provide a boat which, in small sizes,can be manually propelled by the use of the legs and feet.

An object of the invention is to provide a boat which can be made inparts, assembled when desired for use, disassembled when not in use andstored in parts.

An object of the invention is to provide a nldderless means of steeringa boat employing the earlier marine propulsion system.

FIGURE 1 is a perspective view of a boat embodying a preferred form ofthe present invention.

FIGURE 2 is a sectional view taken along line 22 of FIGURE 1.

FIGURE 3 is a plan view of a propulsion float.

FIGURE 4 is a sectional view taken along line 4-4 of FIGURE 3.

FIGURE 5 is a bottom view of the propulsion float shown in FIGURES 3 and4.

FIGURE 6 is a front view of the propulsion float taken along line 66 ofFIGURE 3.

FIGURE 7 is a bottom perspective view of a modified propulsion float.

FIGURE 8 is a top perspective view of the same modified propulsion floatas in FIGURE 7.

FIGURE 9 is a sectional View taken along line 99 of FIGURE 1.

FIGURE 10 is a perspective view of a portion of an interconnectingstructure.

FIGURE 11 is a sectional view taken along line 1111 of FIGURE 10.

FIGURE 12 is a sectional view taken along line 12-12 of FIGURES 10 and11.

FIGURE 13 is a view taken along line 1313 of FIGURE 10.

FIGURE 14 is a bottom perspective view of a modified embodiment of theinvention.

FIGURE 15 is a bottom perspective view of a modified embodiment of theinvention.

FIGURE 16 is a top perspective View of a modified embodiment of theinvention.

Two factors contribute to maximizing the propulsive work that can beperformed on a boat of given displacement and employing the earlierpropulsion system. One factor is the maximum rate at which thepressurized gases are fed through the inverted troughing. The otherfactor is the maximum pressure at which the gases commence theirexpansion as they flow upward in the inverted troughmg.

The term gases is used here because most expandable fluids usable in thepropulsion system are in their strictest sense mixtures of purer gaseouscomponents. The term troughing is used because two or more invertedtroughs may be arranged side by side to act as one.

The rate at which the pressurized gases may be fed through the invertedtroughing is a function of three trough properties: the cross sectionalarea of the troughing, the inclination of the troughing, and the speedwith which the troughing is moving through the Water. An increase of anyof the three leads to an increase in the rate at which the pressurizedgases flow through the troughing.

The pressure at which the gases begin their expansion can be increasedby placing the end of the troughing, where the pressurized gases areintroduced, deeper in the water. This invention increases the depth atwhich the gases begin their expansion by the use of a combination offloats attached together by means of interconnecting structure. Theaverage depth of hull bottom is greater for the floats than for a singlehulled boat of the same displacement. The single hulled boat requiresacrossthe-beam dimensions adequate to provide roll stability. Two floatsspread apart can provide roll stability and at the same time the totaldisplaced width of both floats can be made small, resulting in greateraverage hull depth. With greater average hull depth, the lower ends ofthe inverted troughing is also deeper.

In order to provide pitch and roll stability in a boat made of multiplesmall floats, it is necessary to use at least three floats. To maximizethe propulsive Work that can be performed on the boat by the expandinggases, it would be best to have one large propulsion float fitted withtroughing and two smaller floats with or without troughing forpropulsion. The center of gravity of the boat and cargo would bearranged to sink the large propulsion float as deeply as possible in thewater. However, because of the high length to width ratio of the largepropulsion float and the resistance to turning caused by the smallerfloats, an overly large rudderwould be required for steering.

An optimum arrangement is to have two large propulsion floats arrangedside by side for roll stability and one smaller float either ahead orbehind for pitch stability. Steering is accomplished by varying the flowrate of pressurized gases to each of the two propulsion floats. Thecenter of gravity of the boat and cargo is arranged to sink the twopropulsion floats as deeply as possible in the water, at the same timekeeping only sufficient weight on the remaining float to maintain pitchstability.

Referring to the drawings, FIGURES 1 and 2 illustrate a preferredembodiment of the three float propulsion system. The boat has twopropulsion floats 1, a stabilizing float 2, an interconnecting structure3, means 4 and 5 of controlling the attitude of the propulsion floats 1,a source 6 of pressurized gases, a means 7 of distributing variableportions of the pressurized gas flow to the propulsion floats 1, andducts 3 and 10 for conducting the pressurized gases to each propulsionfloat 1.

The stabilizing float 2 may be of varied configuration. In FIGURE 14-the front float 2' serves as a third propulsion float and has aconfiguration the same as that of propulsion float 1. In FIGURE 15 thefront float is a combination sternward and forward thrusting float 2".In float 2" the underwater inverted troughing is inclined upward towardthe bow and stern. The pressurized gases are introduced to the troughingforward of the lowest point of the troughing. By directing all of thepressurized gases to float 2", the boat can be made to move in asternward direction.

In FIGURE 16 there are two sources 6' of pressurized gases, eachsupplying gases through individual ducts 10' o 01 to a single propulsionfloat 1. Steering is accomplished by varying the rates at which sources6' supply pressurized gases to propulsion floats 1.

FIGURES 3, 4, 5, and 6 show a preferred form of a propulsion float.Inverted troughing 1a is inclined upward to the stern of the float. Duct1b conducts pressurized gases to the lower end of the inverted troughing1a. The prow 1c is shaped in a manner such that, as the propulsion floatmoves through the water, there is no tendency for the float to liftupward in the water because of dynamic lift. Prow can be made streamlineto reduce fluid resistance by rounding, as shown in the figures or byforming it in other streamline shapes. The purpose in avoiding dynamicliit is to keep the gases at as high a pressure as possible as theycommence their expansion in the inverted troughing 10.

Two modifications to the propulsion float 1 are shown in FIGURES 7 and8. One modification is that the prow portion of the float isnon-buoyant. This is achieved by leak openings 1d in the submergedportion of the prow, a vent opening 1c in the non-submerged portion ofthe prow land a bulkhead 1f separating the prow from the buoyant portionof the float. The purpose of this modification is to increase furtherthe pressure at which the gases commence their expansion in invertedtroughing 1a. The prow now becomes a nose fairing 1g but retains thesame shape requirement of providing no dynamic lift.

The other modification shown in FIGURES 7 and 8 is the anti-surge holes1h in the sides of the inverted troughing 1a. As certain combinations ofpressurized gas flow through the inverted troughing and propulsion floatvelocity, the propulsion float shown in FIGURES 3, 4, 5, and 6 willoscillate up and down in the water. Each up and down cycle isaccompanied by a surge cycle in the flow of pressurized gases. Thepressurized gas surging'and as a consequence the up and down oscillationis dampened when anti-surge holes 1h are cut through the sidesof theinverted troughing. An explanation of the dampening effect of theanti-surge holes 1h follows.

A portion of the pressurized gases within the inverted troughing divertsfrom the main stream of pressurized gases, flowing'up the inclinedinverted troughing, and sets up a flow through the anti-surge holes.During a downward oscillation of the propulsion float the flow of themain stream of pressurized gases tends to decrease because a larger massof water must be expelled from the region of the inverted troughingbefore the pressurized gases can escape to the surface of the water.With the slowing down of the main stream the mass of pressurized gases(and the potential energy associated with this mass) increases withinthe inverted troughing. However, the mass rate of flow of divertedpressurized gases, passing through the anti-surge holes, tendstoincrease during a downward oscillation of the propulsion float. Thisreduces surging in the flow of pressurized gases in the invertedtroughing and up and down oscillations of the propulsion float.

The term attitude is used here in connection with the position of apropulsionfloat relative to the earth. It refers, in particular, to theangular positions taken by a propulsion float as it rotates about ahorizontal axis normal to the inverted troughing. Changing the attitudehas the effect of changing the inclination of the inverted troughing. v

There is an optimum attitude at which a propulsion float may be set fora given water speed and flow rate of pressurized gases. At this optimumattitude the maximum propulsive work is obtained from the pressurizedgases flowing upward through the inverted troughing. If the propulsionfloat attitude is such that the inclination of the inverted troughing issteeper than that of the optimum attitude, the pressurized gases tend toseparate from the inverted troughing too rapidly to apply maximumpropulsive work on the propulsion float. If the propulsion All floatattitude is such that the inclination of the inverted troughing is lesssteep than that of the optimum attitude, the pressurized gases tend toflow too slowly through the inverted troughing, imparting too littlevelocity to the water expelled to the stern for maximum propulsiveeffect on the propulsion float.

The nature of the three float propulsion system is such that theattitudes of the propulsion floats may be fixed at optimum duringconstruction. However, because of variations in the weight and center ofgravity of the cargo, means should be provided to adjust these attitudesafter construction. Two means for adjusting the attitudes of propulsionfloats are as follow:

In FIGURES l and 2 it can be seen that the interconnecting structure 3is composed of two major parts. One major part is a beam which isfastened at either end to propulsion floats 1. The beam is built up fromtwo long members and shorter cross members. The other major partconnects the beam to stabilizing float 2. In FIG- URE 9, which is asection cut through the beam, it can be seen that hinged joints 4a andturnbuckles 4b permit rotation of beam 3a relative to the remainingportion of interconnecting structure 3. The left threaded rod ofturnbuckle 4b is anchored to the left long member of beam 3a. The rightthreaded rod of turnbuckle 41) passes through a clearance hole in theright long member of beam 3a and is anchored to the remaining portion ofinterconnecting structure 3.

In FIGURES l and 2 the other means of adjusting the attitudes ofpropulsion floats 1 is also shown. Stabilizing float 2 is held tightlyagainst interconnecting structure 3 by clamp 5. .By loosening clamp 5and sliding stabilizing float 2 up and down, the attitudes of propulsionfloats I may be adjusted.

In applying the three float propulsion system to a one man manuallypropelled boat, the following conditions should be provided. Most of theweight of the man should be distributed between the two propulsionfloats. The man should provide the propulsion energy by the use of hislegs. Steering should be accomplished using a hand. For safety he shouldsit in the boat and face toward the bow.

These conditions are provided in the embodiment of the invention shownin FIGURES 1 and 2. A portion of the interconnecting structure whichcontributes to the provision of the conditions is the air yoke 35 shownin FIGURE 10.

Air yoke 35 is a U-shaped hollow duct and also a rigid frame whichencloses a sitting mans legs. It connects front stabilizing float 2; andbeam 3a. Pressurized gases enter air yoke 35 at the base of the U-shapedduct through opening 3c. The pressurized gases are conducted up eitherside of air yoke 35 to openings 3d where they exit from air yoke 3b.

Varying the flow rate of pressurized gases to the propulsion floats forthe purpose of steering can be accomplished by means of a gas dividershown in FIGURES 11 and 12. Pressurized gases enter opening 3c in airyoke 3b. A splitter damper 7a is pivoted at 7b and is swept acrossopening 30 to direct variable portions of the pressurized gas flow intoduct extensions 36 and 3;, leading to the propulsion floats. Splitterdamper 7a seats against stops 3g or 3h when all of the pressurized gasflow is to be directed to only one duct extension 3 or 3e. Tiller 7d isrigidly attached to splitter damper extension 7c. The boat is steered bypushing tiller 7d in the direction in which the boat is to turn.

A pivoted joint and a pressurized gas seal are required between splitterdamper 7a and air yoke 3b. These two requirements can be met by using aflexible membrane hinge. In FIGURES ll, 12 and 13 flexible membrane '72acts as a seal hinge. Both ends of flexible membrane 7e are attached toair yoke 3b, being clamped between air yoke 3b and closure plates 3i.The central portion of flexible membrane 7:; is reeved out from behindclosure plates 3i through a slot and around splitter damper extension70. By drawing flexible membrane 7e tight, splitter damper extension 7cis held tightly against air yoke 3b. By making flexible membrane 7esufliciently wide and crowding closure plate 3i close together, the slotbetween closure plates 3i will be sealed against the escape of pressurized gases.

In FIGURES 1 and 2 a source of manually generated pressurized gases isshown. Blower 6 draws air from the atmosphere, compresses it, and forcesit into the air yoke portion of interconnecting structure 3. Blower 6 isdriven by chain and sprocket drive 8 which in turn is driven by twopedal crank 9. The crank is driven by the feet and legs of a manoperating the boat, as shown in FIGURE 2.

If the attitude adjustment system is the type which provides relativemotion between the propulsion floats and the source of pressurized gasesmounted on the interconnecting structure, the pressurized gas ductworkmust accommodate this motion. In FIGURE 1 flexible ducts It) accommodaterelative motion between propulsion floats 1 and the air yoke portion ofinterconnecting structure 3.

The inventor claims:

1. A boat propulsion system comprising two propulsion floats and onestabilizing float, an interconnecting structure with means forcontrolling the attitudes of the propulsion floats, each propulsionfloat having in the water inverted troughing inclined upwardly to thestern, a source of pressurized gases, a means of distributing variableportions of the pressurized gas flow to the propulsion floats, and ductsfor conducting the pressurized gases to the inverted troughing, wherebysaid gases pass sternwardly and upwardly to exert propulsive thrust onthe propulsion floats.

2. A boat propulsion system comprising three floats, an interconnectingstructure with means for controlling the attitudes of the floats, eachfloat having inthe water inverted troughing inclined upwardly to thestern, a source of pressurized gases, a means of distributing variableportions of the pressurized gas flow to the floats, and ducts forconducting the pressurized gases to the inverted troughing, whereby saidgases pass sternwardly and upwardly to exert propulsive thrust on thefloats.

3. A boat propulsion system comprising two forward thrusting propulsionfloats (each having in the water inverted troughing inclined upwardly tothe stern) and one sternward thrusting reversing float (which has in thewater inverted troughing inclined upwardly to the bow), aninterconnecting structure with means for controlling the attitudes ofthe floats, a source of pressurized gases, a means of distributingvariable portions of the pressurized gas flow to the floats, and ductsfor conducting the pressurized gases to the inverted troughing, wherebysaid gases pass longitudinally and upwardly to exert propulsive thruston the floats.

4. A boat propulsion system comprising two propulsion floats and aplurality of stabilizing floats attached to each other, aninterconnecting structure with means for controlling the attitudes ofthe propulsion floats, each propulsion float having in the waterinverted troughing inclined upwardly to the stern, a source ofpressurized gases, a means of distributing variable portions of thepressurized gas flow to the propulsion floats, and ducts for conductingthe pressurized gases to the inverted troughing, whereby said gases passsternwardly and upwardly to exert propulsive thrust on the propulsionfloats.

5. A boat propulsion system comprising two propulsion floats and onestabilizing float, an interconnecting structure with means forcontrolling the attitudes of-the propulsion floats, each propulsionfloat having in the water inverted troughing inclined upwardly to thestern, two sources of pressurized gases, eachsource supplyingpressurized gases to one propulsion float, an individual means ofcontrolling the rate of flow of pressurized gases to each propulsionfloat, and ducts for conducting the pressurized gases to the invertedtroughing, whereby said 6 gases pass sternwardly and upwardly to exertpropulsive thrust on the propulsion floats.

6. A propulsion float having in the water inverted troughing inclinedupwardly to the stern, a duct for conducting pressurized gases to theinverted troughing, antisurge holes through the sides of the troughingand a streamline prow without dynamic lift.

7. An air yoke consisting of a rigid frame and an integral U-shapedpressurized gas duct, the base of the U-shaped duct connecting to afloat and containing an opening to receive pressurized gases fromoutside the duct, the frame at the uprights of the U-shaped ductfastening to the central portion of a beam (which is attached topropulsion floats at either end) and the uprights of the U- shaped ductcontaining openings through which pressurized gases exit from theU-shaped duct.

8. A boat propulsion system as in claim 1, wherein said means forcontrolling the attitudes of the propulsion floats include hinged jointsand turnbuckles which join a beam (rigidly attached to the propulsionfloats) and the remaining portion of the interconnecting structure, thehinged joints and turnbuckles arranged to permit rotation of the beamrelative to the remaining portion of the interconnecting structure byadjusting the .turnbuckles.

9. A boat propulsion system as in claim 1, wherein said means forcontrolling the attitudes of the propulsion floats include a clamp forholding a float to the interconnecting structure in different elevationsrelative to the interconnecting structure, thereby causing the attitudesof propulsion floats to change with each vertical adjustment of saidfloat.

10. The structure of claim 7, wherein said U-shaped duct includes a gasdivider consisting of a splitter damper inside the duct pivoted to sweepacross the inlet opening and direct variable portions of the pressurizwgas flow into either duct extension leading away from the opening, andstops against which the splitter damper seats when all of thepressurized gas flow is to be directed into one duct extension only.

11. The gas divider of claim 10, wherein said gas divider includes asteering tiller consisting of a lever, one end of which is rigidlyattached to an extension. of the splitter damper projecting out of thegas divider, the other end of the lever being a handle for manuallyoperating the gas divider.

12. The gas divider of claim 10, wherein said gas divider includes aseal [hinge consisting of a strip of flexible membrane, two ends ofwhich are clamped between a pressurized gas duct wall and closureplates, the central portion of the membrane being reeved out frombetween the closure plates through a slot between the closure plates andaround an extension of the splitter damper, which projects out of theduct through said slot.

References Cited by the Examiner UNITED STATES PATENTS MILTON BUCHLER,Primary Examiner.

MLPH D. BLAKESLEE, ANDREW H. FARRELL,

Examiners.

1. A BOAT PROPULSION SYSTEM COMPRISING TWO PROPULSION FLOATS AND ONESTABILIZING FLOAT, AN INTERCONNECTING STRUCTURE WITH MEANS FORCONTROLLING THE ATTITUDES OF THE PROPULSION FLOATS, EACH PROPULSIONFLOAT HAVING IN THE WATER INVERTED TROUGHING INCLINED UPWARDLY TO THESTERN, A SOURCE OF PRESSURIZED GASES, A MEANS OF DISTRIBUTING VARIABLEPORTIONS OF THE PRESSURIZED GAS FLOW TO THE PROPULSION FLOATS, AND DUCTSFOR CONDUCTING THE PRESSURIZED GASES TO THE INVERTED TROUGHING, WHEREBYSAID GASES PASSES STERNWARDLY AND